EP1531064B1 - Luftreifen - Google Patents

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Publication number
EP1531064B1
EP1531064B1 EP04021364A EP04021364A EP1531064B1 EP 1531064 B1 EP1531064 B1 EP 1531064B1 EP 04021364 A EP04021364 A EP 04021364A EP 04021364 A EP04021364 A EP 04021364A EP 1531064 B1 EP1531064 B1 EP 1531064B1
Authority
EP
European Patent Office
Prior art keywords
zigzag
tread
pneumatic tire
tire according
sipe
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
EP04021364A
Other languages
English (en)
French (fr)
Other versions
EP1531064A1 (de
Inventor
Kazuya Suzuki
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Sumitomo Rubber Industries Ltd
Original Assignee
Sumitomo Rubber Industries Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Sumitomo Rubber Industries Ltd filed Critical Sumitomo Rubber Industries Ltd
Publication of EP1531064A1 publication Critical patent/EP1531064A1/de
Application granted granted Critical
Publication of EP1531064B1 publication Critical patent/EP1531064B1/de
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/0041—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers
    • B60C11/005—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1259—Depth of the sipe
    • B60C11/1263—Depth of the sipe different within the same sipe
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
    • B60C2011/1213—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe sinusoidal or zigzag at the tread surface
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S152/00—Resilient tires and wheels
    • Y10S152/03—Slits in threads
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S152/00—Resilient tires and wheels
    • Y10S152/902—Non-directional tread pattern having no circumferential rib and having blocks defined by circumferential grooves and transverse grooves

Definitions

  • the present invention relates to a pneumatic tire, more particularly to a tread structure comprising siped tread elements capable of improving on-the-ice tire performance and uneven tread wear resistance.
  • winter tires such as snow tire and studless tire are provided in the tread portion with a tread pattern comprising a number of siped blocks, and the sipes are oriented axially of the tire for the purpose of deriving a maximum driving force (traction) and a maximum braking force from their edges (so called edge effect).
  • a pneumatic tire comprises a tread portion provided in a tread face thereof with tread elements each provided with at least one zigzag sipe, a cap tread rubber defining the tread face, and a base tread rubber disposed radially inside the cap tread rubber, the zigzag sipe comprising zigzag segments which are alternate circumferentially-oriented segments and axially-oriented segments, an amplitude center line of zigzag of the zigzag sipe being inclined at an angle (theta) of from 0 to 45 degrees with respect to the tire circumferential direction, and the zigzag sipe having a bottom including alternating deep parts and shallow parts in comparison with the level of the boundary between the cap tread rubber and base tread rubber.
  • the sipe is, as well known in the art, a cut or very narrow groove having a groove width of less than 1.5 mm, usually less than 1.0 mm.
  • the tread element is a ground contacting part defined by tread grooves having a width more than 1.5 mm, usually more than about 3.0 mm.
  • pneumatic tire 1 according to the present invention comprises a tread portion 2, a pair of sidewall portions 3, a pair of bead portions 4 each with a bead core 5 therein, a carcass 6 extending between the bead portions 4, and a belt 7 disposed radially outside the carcass 6 in the tread portion 2.
  • the pneumatic tire 1 is a studless tire for passenger cars.
  • the carcass 6 comprises at least one radial ply 6A of cords arranged radially at an angle of from 70 to 90 degrees with respect to the tire equator, and extending between the bead portions 4 through the tread portion 2 and sidewall portions 3, and turned up around the bead core 5 in each of the bead portions from the inside to the outside of the tire so as to from a pair of turned up portions 6b and a main portion 6a therebetween.
  • the carcass 6 is composed of a single ply 6A.
  • a bead apex rubber 8 is disposed so as to extend radially outwardly from the bead core 5.
  • the belt 7 comprises at least two cross breaker plies 7A and 7B each made of parallel cords laid at an angle of from 10 to 35 degrees with respect to the tire equator.
  • a tread rubber R is disposed radially outside the belt 7, and tread grooves 12 are formed so as to divide the tread portion 2 (tread rubber) into a plurality of tread elements such as blocks B and rib.
  • the tread rubber R comprises two layers of a radially outermost cap tread rubber Rc and a radially inner base tread rubber Rb.
  • the cap tread rubber Rc extends over the tread portion, defining the tread face 2s.
  • the base tread rubber Rb is disposed on the belt 7 and abuts on the cap tread rubber Rc, forming a boundary S therebetween.
  • a relatively soft rubber having a hardness Hc of from 40 to 50 degrees is used as the cap tread rubber Rc in order to increase the adhesive frictional force between the tread face 2s and icy road to thereby improve on-the-ice performance.
  • a relatively hard rubber having a hardness Hb more than the above-mentioned hardness Hc is used as the base tread rubber Rb.
  • the hardness Hb is set in the range of from 45 to 60 degrees, and the difference (Hb-Hc) from the hardness Hc is set in the range of from 3 to 15 degrees.
  • the hardness Hc, Hb is measured at a temperature of 23 plus/minus 2 degrees C with a type-A durometer according to Japanese Industrial Standard K6253.
  • the tread grooves 12 include main circumferential grooves 10 extending continuously in the tire circumferential direction, and main axial grooves 11 extending across the overall width of the tread portion. From a point of view of snow performance, it is preferable, in case of passenger car tires, that the tread groove 12 has a width wg of from 4 to 10 mm and a depth Hg of 8 to 12 mm in order to increase shear strength of the trodden snow in the tread grooves and thereby to improve the snow grip performance.
  • the main circumferential grooves 10 are straight and parallel with the tire circumferential direction, and the main axial grooves 11 are also straight and extend across the overall width of the tread portion in parallel with the tire axial direction.
  • the tread portion 2 is divided by the three main circumferential grooves 10 into blocks B in four circumferential rows: axially inner blocks Bi in two rows one on each side of the tire equator C, and axially outer shoulder blocks Bo in two rows axially outside the axially inner block Bi rows.
  • the tread pattern in this example is a block type pattern consisting of blocks B only. Aside from this block pattern, another block pattern made up of three or five or more rows of blocks B can be used. Further, the tread pattern may be a rib-block-type tread pattern made up of blocks B and at least one circumferential rib.
  • the blocks B are provided with zigzag sipes 21 and optionally other types of sipes.
  • the zigzag sipe 21 extends across the block B so that both ends are opened at the side face of the block B.
  • a zigzag sipe 21 has a zigzag configuration, and as shown in Figs.3 and 4 the center line (n) of the zigzag amplitude is inclined at an angle (theta) of from 0 to 45 degrees with respect to the tire circumferential direction.
  • the number of the zigzag pitches or the number of zigzag cycles in a zigzag sipe 21 is preferably in the range of from 2 to 15.
  • a block B shown in Fig.3 for example is provided with two sipes 21 of three zigzag cycles and a central long sipe 21 of six zigzag cycles.
  • various waveforms can be used.
  • a triangular waveform as shown in Fig.2 a saw-tooth (right-angled triangle) waveform as shown in Fig.6, round waveforms (for example triangular waveform whose vertexes are rounded (Fig.7), and a saw-tooth waveform whose vertexes are rounded, a curved waveform such as sine curve (similar to Fig.7) and the like can be used.
  • the sipe 21 is made up of alternating zigzag segments 22a and 22b (generically 22) each extending straight, crossing the above-mentioned amplitude center line (n) at a certain intersecting angle, and optionally a parallel-end segment 23 extending in substantially parallel with the amplitude center line (n) and formed at each end of the sipe 21.
  • one or both of the parallel-end segments 23 may be omitted, or may be at a different angle from the amplitude center line (n), or may be formed in a curved line such as arc instead of the straight line.
  • the amplitude center line (n) is substantially straight. But, it may be a curved line such as circular arc. In such case too, the above-mentioned inclination angle (theta) is set in the above-mentioned range of from 0 to 45 degrees, namely, the tangential line to the curved line is limited to in this range.
  • each of the zigzag segments 22 is straight in this example, but it may be slightly curved.
  • the segments 22b are less inclined in comparison with the segments 22a.
  • the inclination angle (alpha) of the segment 22a is defined as of the straight line (ma) drawn between both ends Ea of the segment 22a
  • the inclination angle (beta) of the segment 22b is defined as of the straight line (mb) drawn between both ends Eb of the segment 22b.
  • the amplitude center lines (n) of the zigzag sipes 21 are substantially parallel with each other.
  • the zigzag sipes 21 divide the block B into small block pieces Ba each being longer in the circumferential direction than the axial direction.
  • the engaging force in the tire circumferential direction between the block pieces Ba is increased, and the apparent circumferential rigidity of the block B can be maintained high. Further, the total length of their circumferential edge components is maximized and thereby the driving force and braking force can be increased.
  • the driving force, braking force and cornering power can be improved in a well balanced manner, and as a result it becomes possible to effectively improve on-the-ice performance.
  • the circumferential rigidity is maintained high, uneven wear such as heel-and-toe wear can be reduced and as a result, the improved ice performance can be maintained a long period of time.
  • the inclination angle (alpha) is set in a range of from 0 to 15 degrees with respect to the tire axial direction (axial line ax). If the angle (alpha) is more than 15 degrees, the driving force and braking force tend to become insufficient, and further the block B is decreased in the circumferential rigidity, and as a result, it becomes difficult to improve on-the-ice performance and uneven tread wear resistance.
  • the inclination angle (beta) of the straight line (mb) of the circumferentially oriented segment 22b is set in a range of from 0 to 60 degrees with respect to the tire circumferential direction (circumferential line CC). If the angle (beta) is more than 60 degrees, the zigzag angle at the vertex of the zigzag (angle between the adjacent segments) becomes too small, and the rigidity and strength are decreased and the edge effect is deteriorated. In the worst case, rubber tear and crack are caused.
  • the cornering power can not be fully increased, and it becomes difficult to improve on-the-ice performance. If the inclination angle (theta) is decreased to near 0 degrees, the driving force and braking force is liable to become insufficient.
  • the inclination angle (theta) is thus set in the range of not more than 45 degrees, preferably not more than 30 degrees, but preferably not less than 5 degrees, more preferably not less than 15 degrees.
  • the axially oriented segments 22a or alternatively the circumferentially oriented segments 22b are formed deeper than the level of the above-mentioned boundary S between the cap tread rubber Rc and base tread rubber Rb.
  • the bottom G thereof extends beyond the level of the boundary S.
  • the remaining segments are accordingly formed shallower than the boundary level.
  • the axially oriented segments 22a are made deeper than the boundary level in order to relatively increase the axial edge effect to thereby further increase the driving force and braking force.
  • the bottom G of the sipe 21 is waved with a gentle curve, and thereby, it consists of alternating valley portions Gv deeper than the boundary level and mountain portions Gy shallower than the boundary level.
  • the wave of the waved bottom G is synchronized with the zigzag of the zigzag segments 22.
  • the valley portions Gv deeper than the boundary level is formed within the range of the segment 22a, and the wave pitch lengths are made equal to the respective zigzag pitch lengths.
  • the length L1 of the valley portion Gv (namely, a part deeper than the boundary level) is preferably set in a range of from 60 to 100 % of the overall length L of the segment 22a, when measured along the longitudinal direction of the segment 22a.
  • the deepest point (v) of the valley portion Gv is formed at the midway point of the segment 22a, and the shallowest point (y) of the mountain portion Gy is also formed at the midway point of the segment 22b.
  • the edge effect in the axial direction can be improved while preventing the decrease in the block rigidity due to the existence of the sipes 21.
  • uneven wear and ice performance can be further improved.
  • each of the blocks B all the sipes 21 are inclined to the same direction in parallel with each other.
  • the sipes 21 of all the blocks B are inclined to the same direction and further at the same inclination angle (theta).
  • the blocks have different inclinations (different angles (theta)).
  • the difference in the inclination angles (theta) between the adjacent blocks is preferably set in the range of from 5 to 10 degrees.
  • sipes 21 In connection with the above-mentioned optional other types of sipes, although the above-described examples are provided with the sipes 21 only, this not necessarily mean that the use of other types of sipes in combination with the above-mentioned zigzag sipes 21 is excluded.
  • an axially oriented zigzag sipe 22 as shown in Fig.7, a straight sipe, a sipe having a closed end and an open end, a sipe having closed ends, etc. may be used in combination with the sipes 21.
  • zigzag sipes 21 in which the valley portions Gv are respectively formed within the circumferentially oriented segments 22b can be used in combination.
  • Such sipes 21 increase the circumferential edge effect and thereby on-the-ice steering stability can be improved.
  • a Japanese 2000cc FR passenger car provided on all the four wheels with test tires (tire pressure 220 kPa) was run on an icy road in an indoor tire test course, and four-wheel lock braking was made at a running speed of 40 km/hr, and the braking distance, namely, running distance to stop was measured.
  • heel-and-toe wear was measured as the difference in the block height between the toe-side edge and heel-side edge caused by uneven wear of the block.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Claims (11)

  1. Luftreifen, der umfasst:
    einen Laufflächenabschnitt, der in einer Laufflächenfläche davon mit Laufflächenelementen versehen ist, die jeweils mit zumindest einem Zickzackeinschnitt versehen sind,
    einen Protektorlaufflächengummi, der die Laufflächenfläche definiert, und
    einen Basislaufflächengummi, der radial innerhalb des Protektorlaufflächengummis angeordnet ist und eine Begrenzung dazwischen bildet,
    wobei der Zickzackeinschnitt Zickzack-Segmente umfasst, die abwechselnde, um den Umfang orientierte Segmente und axial orientierte Segmente sind,
    wobei eine Amplitudenmittellinie eines Zickzack des Zickzackeinschnitts unter einem Winkel (theta) von 0 bis 45 Grad in Bezug auf die Umfangsrichtung des Reifens geneigt ist, und
    der Zickzackeinschnitt einen Boden mit abwechselnden tiefen Teilen und flachen Teilen im Vergleich mit dem Niveau der Begrenzung umfasst.
  2. Luftreifen nach Anspruch 1, wobei
    das axial orientierte Segment einen Winkel (alpha) in einem Bereich von 0 bis 15 Grad in Bezug auf die axiale Richtung des Reifens aufweist.
  3. Luftreifen nach Anspruch 1, wobei
    der Boden des Zickzackeinschnitts mit einer gekrümmten Linie entlang der Länge des Einschnitts gewellt ist.
  4. Luftreifen nach Anspruch 1, wobei
    die tiefen Teile jeweils in den axial orientierten Segmenten angeordnet sind und
    die flachen Teile jeweils in den um den Umfang orientierten Segmenten angeordnet sind.
  5. Luftreifen nach Anspruch 4, wobei
    in den axial orientierten Segmenten der tiefe Teil in jedem Segment in einem Bereich von 60 bis 100 % der Länge des Segments liegt.
  6. Luftreifen nach Anspruch 1, wobei
    die tiefen Teile jeweils in den um den Umfang orientierten Segmenten angeordnet sind und
    die flachen Teile jeweils in den axial orientierten Segmenten angeordnet sind.
  7. Luftreifen nach Anspruch 6, wobei
    in den um den Umfang orientierten Segmenten der tiefe Teil in jedem Segment in einem Bereich von 60 bis 100 % der Länge des Segments liegt.
  8. Luftreifen nach Anspruch 1, wobei
    die Zickzackeinschnitte von allen Laufflächenelementen in derselben Richtung geneigt sind.
  9. Luftreifen nach Anspruch 1, wobei
    die Amplitudenmittellinien der Zickzackeinschnitte von allen Laufflächenelementen denselben Neigungswinkel (theta) aufweisen.
  10. Luftreifen nach Anspruch 1, wobei
    die Laufflächenelemente Laufflächenelemente, jeweils mit einer Vielzahl von den Zickzackeinschnitten, umfassen und
    in jedem Element mit einer Vielzahl von den Zickzackeinschnitten die Amplitudenmittellinien der Zickzackeinschnitte unter demselben Neigungswinkel (theta) geneigt sind, sodass jedes von den Laufflächenelementen, jeweils mit einer Vielzahl von den Zickzackeinschnitten, einen Neigungswinkel (theta) aufweist.
  11. Luftreifen nach Anspruch 10, wobei
    die Laufflächenelemente, jeweils mit einer Vielzahl von den Zickzackeinschnitten, zumindest zwei verschiedene Neigungswinkel (theta) aufweisen und
    die Differenz des Neigungswinkels (theta) zwischen benachbarten Laufflächenelementen in einem Bereich von 5 bis 10 Grad liegt.
EP04021364A 2003-11-13 2004-09-08 Luftreifen Expired - Fee Related EP1531064B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2003384105 2003-11-13
JP2003384105A JP4369729B2 (ja) 2003-11-13 2003-11-13 空気入りタイヤ

Publications (2)

Publication Number Publication Date
EP1531064A1 EP1531064A1 (de) 2005-05-18
EP1531064B1 true EP1531064B1 (de) 2006-11-15

Family

ID=34431476

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04021364A Expired - Fee Related EP1531064B1 (de) 2003-11-13 2004-09-08 Luftreifen

Country Status (5)

Country Link
US (1) US7237588B2 (de)
EP (1) EP1531064B1 (de)
JP (1) JP4369729B2 (de)
CN (1) CN1321829C (de)
DE (1) DE602004003202T2 (de)

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KR100913597B1 (ko) * 2008-05-15 2009-08-26 금호타이어 주식회사 스노우 타이어
WO2010008370A1 (en) 2008-06-23 2010-01-21 Michelin Recherche Et Technique, S.A. Tire with lamelle in bridge
JP4638950B2 (ja) * 2008-09-01 2011-02-23 住友ゴム工業株式会社 スタッドレスタイヤ用ゴム組成物及びスタッドレスタイヤ
EP2397343B1 (de) * 2009-02-10 2014-10-15 Bridgestone Corporation Luftreifen
JP5351920B2 (ja) * 2011-03-28 2013-11-27 住友ゴム工業株式会社 空気入りタイヤ
JP5282807B2 (ja) * 2011-08-10 2013-09-04 横浜ゴム株式会社 空気入りタイヤ
RU2742112C2 (ru) * 2011-09-21 2021-02-02 Пирелли Тайр С.П.А. Зимняя шина
JP5944700B2 (ja) * 2012-03-12 2016-07-05 住友ゴム工業株式会社 空気入りタイヤ
JP6019780B2 (ja) * 2012-06-08 2016-11-02 横浜ゴム株式会社 空気入りタイヤ
KR20160106573A (ko) * 2013-12-24 2016-09-12 브리지스톤 어메리카스 타이어 오퍼레이션스, 엘엘씨 가변 깊이를 갖는 홈을 구비한 타이어
EP3532314B1 (de) * 2016-10-31 2020-10-28 Compagnie Générale des Etablissements Michelin Lauffläche aus mehreren verbindungen
US10300744B2 (en) * 2016-11-07 2019-05-28 Sumitomo Rubber Industries, Ltd. Tire
US11535064B2 (en) 2017-11-15 2022-12-27 Lindsay Corporation Airless flexible tire with Z-tread track pattern
CN112351895A (zh) * 2018-06-15 2021-02-09 米其林企业总公司 冬季耐久性胎面
JP7152362B2 (ja) * 2019-06-14 2022-10-12 株式会社ブリヂストン 空気入りタイヤ
JP6927362B1 (ja) * 2020-04-28 2021-08-25 住友ゴム工業株式会社 タイヤ

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JPS62241710A (ja) * 1986-04-14 1987-10-22 Ohtsu Tire & Rubber Co Ltd 空気入りタイヤのトレツド部の構造
US5176765A (en) * 1988-04-13 1993-01-05 Bridgestone Corporation Pneumatic tire having outer tread layer of foam rubber
JPH0295903A (ja) * 1988-10-03 1990-04-06 Bridgestone Corp 重荷重用空気入りタイヤ
JP2744446B2 (ja) * 1988-11-09 1998-04-28 株式会社ブリヂストン 車両用スノータイヤ
JPH0338409A (ja) * 1989-07-05 1991-02-19 Bridgestone Corp 重荷重用空気入りラジアルタイヤ
JP2906067B2 (ja) * 1989-11-29 1999-06-14 横浜ゴム株式会社 空気入りスタッドレスタイヤ
US5833779A (en) * 1995-12-12 1998-11-10 The Goodyear Tire & Rubber Company Winter automobile or light truck tire including sipes
FI105903B (fi) * 1997-05-26 2000-10-31 Nokian Renkaat Oy Ajoneuvon renkaan kulutuspinta ja lamelli pintamuodon aikaansaamiseksi
TW482732B (en) * 1998-12-21 2002-04-11 Pirelli Dual composition tread band for tire
JP2000326707A (ja) * 1999-05-20 2000-11-28 Bridgestone Corp 冬用空気入りタイヤ
JP3273771B2 (ja) 1999-10-06 2002-04-15 住友ゴム工業株式会社 空気入りタイヤ
JP2002029226A (ja) * 2000-07-18 2002-01-29 Bridgestone Corp 空気入りタイヤ
JP2002274126A (ja) * 2001-03-15 2002-09-25 Bridgestone Corp 空気入りタイヤ
DE10257487A1 (de) * 2002-12-10 2004-07-01 Continental Aktiengesellschaft Fahrzeugluftreifen zum Einsatz unter winterlichen Fahrbedingungen

Also Published As

Publication number Publication date
US20050103414A1 (en) 2005-05-19
JP2005145191A (ja) 2005-06-09
CN1616262A (zh) 2005-05-18
DE602004003202T2 (de) 2007-03-08
DE602004003202D1 (de) 2006-12-28
JP4369729B2 (ja) 2009-11-25
CN1321829C (zh) 2007-06-20
US7237588B2 (en) 2007-07-03
EP1531064A1 (de) 2005-05-18

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